2014 Suzuki V-Strom 1000 ABS: First Photos And Specs

Now I would like to see a V Strom 800😉 This 1000 looks sweet! Way to go Suzuki! I have a feeling this version will be considered the road 1000 with an ADV model to follow. Just my gut since the wheels on this bad boy or grrl are not spoked and smaller in size.

Essentially identical to the concept unveiled at Intermot last year, these first photos and complete details of the production 2014 Suzuki V-Strom 1000 ABS reveal a shockingly complete, high-spec, powerful, relatively light ADV bike.

The first generation V-Strom 1000 was launched back in 2002 and has remained in production since. Styling was never a strong point, but fitted with a version of the old Tl1000S’ powerful v-twin housed in an aluminum beam frame, performance definitely was. This new, 2014 V-Strom 1000 is fitted with a heavily modified version of that v-twin in a new, aluminum frame. And, for the first tim on a Suzuki, this V-Strom includes Traction Control.

Did you know that Suzuki invented the ABS beak? The first bike ever equipped with one was the 1988 “DR Big.”

The engine has increased in capacity from 999 to 1,037 thanks to a 2mm increase in bore. Suzuki says this has been carried out without upping the weight of the pistons. Despite debuting in the TL1000S superbike all the way back in 1997, the motor has now been thoroughly redesigned not only to meet modern emissions requirements, but to suit the unique performance requirements of a big ADV bike like this one. New cylinders, heads, pistons, rings, connecting rods, crank, clutch and radiator combine to reduce weight and shift power and torque curves further down the rev range. Suzuki hasn’t released a torque figure for the bike yet, but says it now develops more than the TL’s 77lb-ft at a lower point in the revs — 4,000rpm.

That low-down torque is aided by a new single-canister exhaust fitted with a butterfly valve, something that combines with the new, two-spark-plug-per-cylinder design and advanced, 32-bit ECU as well as a comprehensive reduction in mechanical and frictional losses to up fuel economy to 49mpg. That should be good for a 260-mile range from the 5.3 gallon tank.

Power is delivered through a new, wider ratio 6-speed transmission and a slipper clutch which will prevent the rear wheel from locking during aggressive downshifts and which is said to also decrease the effort required to operate the clutch lever. Suzuki is famous for its slick, positive, easy-to-use transmissions.

The new frame increases the wheelbase from 60.4 to 61.2 inches while shortening the distance between front axle and swingarm pivot and growing the length of the swingarm. These changes should make the bike more stable and the bike’s ability to put it’s power down without losing traction.

Traction will, of course, be aided by Suzuki’s first Traction Control system. That works by comparing front and rear wheel speeds to throttle and gear positions and crank speed, then limiting power via ignition timing and air delivery should a loss of traction be detected. The rider can switch between two modes of intervention or switch TC entirely off.

2014 Suzuki V-Strom 1000 ABS

Safety will also be aided by a new ABS braking system complete with radial Tokico calipers and 310mm front discs. It’s not currently clear if the new V-Strom’s ABS can be toggled off.

Which is one indication that this is a very road-oriented ADV bike. Front forks are upside-down 43mm items and fully adjustable, but the shock is only adjustable for preload. Wheel sizes remain 19-inch (front) and 17-inch (rear) and wheels are forged aluminum rather than the stronger-but-heavier spoked items you’d need for rugged off-roading.

But, V-Strom customers have been buying them for over 10 years not because they’re great off-road, but because they’re practical and versatile and comfortable and fast on it. And there, this new 1,000 will excel. The stock screen is adjustable through three heights and three angles; you can do so using no tools, with just one hand. Other convenience features include a 12v accessory socket located in the cockpit, a remote preload adjuster and an optional luggage system that includes hard panniers and top box. Other options include hand guards, crash protection and high and low seats, as well as a larger windscreen and a center stand — handy for adjusting the bike’s drive chain.

Four colors will be available, all classy and understated — red, white, black and even a stylish khaki.

All that adds up to a bike which is now 18lbs lighter, torquier, more fuel efficient and which should be more suited to two-up travel and carrying luggage. Stay tuned to RideApart for more V-Strom news and reviews.

Be interested to test ride one…would prefer to withhold judgement my until then…visuals aren’t everything.
Remember the sales figures and lack of visual appeal to the BMW GS / Adventure…then Charlie and Ewan did ‘the long way down’ the rest is history and every manufacturer has been playing catch up ever since…

If I were a manufacturer I would have jumped in sooner before brand loyalty now has become part of the culture> But we are always open to newbies coming into the market…would love to see a real competition in my dreams when it came to pricing

Absolutely agree…manufactures are all now playing the game, benchmarking against the BMW and unfortunately that includes price too..
Seems crazy that one of the big guns (honda?) haven’t really gone for this market, seriously, with a pukka machine at an irresistible price… we can but dream..

Honda does… the Crosstourer 1200 but it’s very heavy (268kg) and more expensive than a 1200gs. It’s basically a gussied up VFR1200 with less power and more torque and some off-road styling cues plus plastic panniers made to look like aluminium. A wonderful tourer, no doubt, but it’s not fooling anyone.

As for this Suzuki, it looks better in these photos than the ones from the concept last year where somehow its proportions looked a bit awkward… Some of the features, namely the headlamp, bear more than a passing resemblance to KTM…

A bit odd that Suzuki include higher end features like 2-mode traction control, exhaust flap and slipper clutch and then skimp on the rear suspension adjustments, but this is clearly a road-going machine which was not meant to do much worse than the odd gravel road. On the other hand my F800GS only has preload and rebound adjustments on the rear only and does just fine in all conditions.

What is perplexing is that the reviewer refers to the V-Strom as ‘relatively light’ but at 228kg it is about 25kg heavier than an F800GS and only 10kg lighter than an R1200GS… this doesn’t seem very light to me!

I’d be curious to feel how the traction control works in the real world as my only experience is BMW’s system on the new R1200GS which uses the electronic throttle system to gently back off the power nearly seamlessly (except in rain mode when the anti-wheelie control kicks in with the authority of a German Fahrlehrer).

The V-Strom 650 (in the UK) sells for roughly the same as the F700GS so it will be interesting to see how much the 1000cc version will be. I suspect it will be treading dangerously close to entry level 1200gs money (the V-Strom’s spec sheet reads closer to the 1200gs than the 700/800). But, to be fair, you’d be hard pressed to get BMW to sell you a base model anyway and my dealership, for example, will refuse to take a base model 1200gs down the road when it’s time to part exchange it on a new bike. But I’m not convinced that Suzuki are looking to steal customers away from BMW anyway, more like moving their own V-Strom 650 customers on to something cushier.